WO2001054963A1

WO2001054963A1 - Structure of instrument panel support member

Info

Publication number: WO2001054963A1
Application number: PCT/JP2000/005941
Authority: WO
Inventors: Akinori Tokinaga; Atsuhiko Omo
Original assignee: Futaba Kogyo Co., Ltd.
Priority date: 2000-01-24
Filing date: 2000-09-01
Publication date: 2001-08-02
Also published as: EP1193161A1; EP1193161A4; AU6867700A

Abstract

A structure of an instrument panel support member having steering brackets (3) positioned on an operation seat side and supporting a steering column, a bracket (2) fixed to a dash panel, and a stay (15) positioned approximately at the center part of a member main body (1) and connected to a floor part, all of which are disposed on the member main body (1) formed of a pipe, installed transversely relative to a vehicle, and having both end parts fixed to right and left pillars, wherein both ends of the pipe forming the member main body (1) are squeezed to form, integrally with the pipe, connection parts connected to the front pillars, and portions (1a, 1b) to be connected to the front pillars, whereby, because the connection parts formed of squeezed portions (1a, 1b) are formed integrally with the pipe, a side bracket can be eliminated and a steering support rigidity can be assured.

Description

インス構造

The present invention relates to an arrangement for mounting an installation column or the like of an automobile; Background art

On the back side of the instrument panel arranged in the vehicle, an instrument panel support member is horizontally provided between the left and right front villas, and a conventional instrument panel support member is disclosed in The structure is as shown in Japanese Patent Publication No. 78983 and FIGS. That is, the instrument panel support members shown in FIGS. 9 and 10 are composed of pipes, which are closed-section members, and are provided with side brackets 110 a and 110 b at both ends of the member body 101 extending in the vehicle width direction. The side brackets 110a and 110b are attached to a front pillar (not shown) by porting or the like.

An upper end of a pair of stays 105a and 105b arranged at a predetermined interval is joined to a substantially central portion of the member main body 101, and stays 105a and 100b are joined. The lower part of 5b is joined to the floor (not shown) of the vehicle. The member main body 101 and the stays 105a and 105b are joined by welding in consideration of ease of assembly to a vehicle. Further, the pair of stays 105a and 105b are connected to each other by a connecting member 104 at an intermediate portion for reinforcement such as prevention of twisting when mounted on a vehicle.

In addition, the instrument panel support member includes a steering bracket 103 that is located on the driver's seat side and supports the steering column, a bracket 102 that is connected to the dash panel, and several other appropriate brackets. 107 and 108 are provided.

In the conventional structure of the instrument panel support member as described above, the side brackets 110a and 110b are welded to both ends of the pipe constituting the member body 101 by welding. The rigidity of the joints is not sufficient due to the joints, and the rigidity of the side brackets 110a and 110b is liable to be affected by the unit rigidity. For this reason, it is difficult to obtain sufficient support rigidity for the steering column and the instrument panel.

Normally, if the support rigidity of the instrument panel support member that supports the steering column is low, the steering column resonates with the vibration of the vehicle during idling or high-speed running, and the steering shaft supported by the steering column. Vibrations caused the driver to feel uncomfortable.

In the past, the mounting pitch between the side plackets 110a and 110b and the left and right front pillars (not shown) was increased in order to increase the rigidity against twisting around the pipe constituting the member body 101. Is wide. In other words, the greater the mounting pitch between both ends of the pipe and the front pillar, the higher the support rigidity of the steering column. However, to increase the mounting pitch, the side plackets 110a and 110b must be increased. Further, stays 105A and 105b were provided to reduce the above-mentioned torsion, and a connecting member 104 was assembled between these stays for reinforcement. As a result, the number of parts inevitably increased, causing a rise in manufacturing costs.

The present invention solves the above-mentioned problems, and a structure of an instrument panel support member that can prevent a steering column and a shaft from vibrating during idling or high-speed driving of a vehicle and can reduce manufacturing costs. It is intended to provide Disclosure of the invention

In order to achieve the above object, the present invention provides a steering body, which is formed of a pipe, is laterally mounted on a vehicle, and has both ends coupled to left and right front villas. In the structure of the instrument panel support member in which a steering bracket to be supported, a bracket to be connected to the dash panel, and a stay which is located substantially at the center and joined to the floor are arranged, The joints to be joined to the front villa are integrally molded by squeezing the ends of the pipe that constitutes the above.

According to the present invention, both ends of the pipe forming the member-one body are connected by crushing. Since the joints are integrally molded, the need for side brackets that were conventionally joined to both ends of the member body is eliminated, reducing the number of parts and ensuring the rigidity of the joints. . BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 is a perspective view showing the structure of an instrument panel support member according to one embodiment of the present invention.

FIG. 2 is a cross-sectional view of a portion along a line AA in FIG. 1 with a steering column attached.

FIG. 3 is a partially detailed perspective view of the instrument panel support member.

FIG. 4 is a sectional view of the stay.

FIG. 5 is a cross-sectional view of the reinforcing member.

Figure 6 is a graph showing the moment of inertia and cost of various pipes currently in use.

Figure 7 is a graph showing the moment of inertia and the cost for the currently used pipes by diameter, with the thickness as the horizontal axis.

FIG. 8 is a graph comparing the steering support stiffness between the conventional example and the example of the present invention.

FIG. 9 is a perspective view showing the structure of a conventional instrument panel support member. FIGS. 10A and 10B are a front view (a) and a side view (b) of the side bracket joined to the instrument panel of FIG. 9 joined to the front villa of the vehicle. BEST MODE FOR CARRYING OUT THE INVENTION

As shown in Fig. 1, the instrument panel support member consists of a member body 1 consisting of a pipe such as a steel pipe, and brackets (bracket 2, steering bracket 3, steering bracket 3) for supporting the instrument panel, steering column, and the like. 5, Reinforcement members 4, Brackets 7, 8), and the brackets are plastically processed using ST KM material ゃ steel plate material or aluminum alloy extension material, and are fixed to the member 1 body 1 by welding or the like. I have. The pipe that constitutes the member body 1 uses the Young's modulus E and the area moment of inertia I The cross-sectional rigidity is set to be as high as E · 1 = 2.0 to 3.0 X 10 ⁸ (N-cm ² ), and both ends are crushed, and the crushed portions la and lb are It is a joint to the front pillar. That is, the crushed parts 1a and lb are joined to the front pillar on the back side of the instrument panel (not shown). Note that (section stiffness) E · I = (Young's modulus) EX (second moment of area) I.

Holes 10 are provided on the surfaces of the both crushed portions 1a and 1b at two places where the pitch p is equal to or less than π · ά / 2 (the outer shape of the pipe is d). Portes (not shown) inserted into the holes 10 are fastened to the plate-like attached portions 11 a and 11 b provided on the villa, so that both ends of the member body 1 are fixed. It is fixed to the front pillar. In place of such bolt fastening, the above-mentioned two locations may be fixed to the parts to be attached 11a and 11b by welding such as spot welding.

As described above, the section rigidity of the pipe constituting the member body is increased, and the squeezed molded portions 1a and 1b formed at both ends of the member are directly joined to the front pillar, so that the steering support rigidity can be improved. In addition, the contribution of the member body (pipe) 1 is increased compared to the conventional example, and the contribution of the rigidity of the other components is adjusted to be appropriately reduced. Note that the member body 1 may have a substantially central portion bent into a substantially trapezoidal shape, similar to the shape of the pipe shown in FIG. 9, or may have a partial shape, depending on the layout of the devices arranged inside the instrument panel. In some cases, crushing is performed.

A substantially central portion of the instrument panel support member is supported by a vehicle floor (not shown) via a stay 5. Further, a bracket 2 for connecting to the dash panel and a steering bracket 3 for supporting the steering column are arranged at the position of the driver's seat side of the instrument panel support member. The specific structure of these steps 5, bracket 2, and steering bracket 3 is as follows.

As shown in FIGS. 3 and 4, the stay 5 is formed in a U-shaped cross section including a pair of front and rear flanges 5a and 5b and a plate-like portion 5c connecting the flanges 5a and 5b. The side end of b is directed to the steering bracket 3 side, and the stay is inclined with respect to the vertical direction so that the upper end of the stay is located closer to the driver's seat than the lower end of the stay. And The upper ends of the stays 5 are fixed to the member-main body 1 by welding the upper ends of the a, 5b and the plate-shaped portion 5c to the contact portions between the member-main body 1. The stay 5 is connected to the vehicle floor (not shown) at a fixed portion 5d provided at the lower end of the stay 5. As compared with the conventional structure shown in FIG. 9, the stay provided near the passenger seat among the pair of stays in the conventional structure is not provided in the present embodiment. Further, a reinforcing member 4 serving as a beam is connected between a portion near the upper end of the stay 5 and a portion near the steering bracket 3 of the member body 1. The reinforcing member 4 has a U-shaped or rectangular cross section as shown in FIGS. .

The steering bracket 3 provided on the driver's seat side of the instrument panel support member has a plurality of nuts for attaching the steering column, the portions of which abut on the member-one body 1 are partially joined by welding. I have. As shown in FIG. 2, the steering bracket 3 and the steering column 12 are connected to each other by fastening a bracket 13 welded to the steering column 12 to the above nut with bolts. I have.

As shown in Fig. 2, the bracket 2 is arranged at the upper part of the steering bracket 3 and in the front direction of the vehicle so as to be joined to the dash panel of the vehicle. The contacting parts are joined by welding. The bracket 2 and the dash panel are connected by bolts in consideration of the assemblability of the vehicle, that is, bolts are inserted into bolt insertion holes provided in the bracket, and the port is fastened to the dash panel. I have.

As described above, the embodiment of the present invention has been described. In this embodiment, the sectional rigidity of the pipe constituting the member-one main body 1 is set to E · I = 2.0 to 3.0 × 10 ⁸ (N · cm ² ). is are we in the range, Ε · Ι <2. 0 X 1 0 8 (Ν · cm 2) in compared with the conventional example decreases the Steering supporting rigidity, whereas, E · 1> 3. 0 X in ^{^{1 0 8 (N · cm 2}} ), although Steering support rigidity improvement is because uneconomical Kasami is part by mass and material cost. The most appropriate result was obtained when the cross-sectional rigidity of the pipe constituting the member main body 1 was set at about E · 1 = 2.3 × 10 ⁸ (N · cm ² ) in the above range.

Data showing the basis for such a point are shown in FIGS. 6 and 7 (a) to (d). Fig. 6 is a graph showing the moment of inertia and sectional cost of various pipes currently used for this type of application. The moment and cost are different, and the pipe diameter ranges from φ38.l to 54imn, and the wall thickness ranges from 1.6 to 3.2. The dashed line in the graph represents the average cost (about 244) and the average moment of inertia (about 8.13) of these products. Regarding the rigidity setting of the pipes that make up the member body 1, the pipes whose second moment of area is larger than the average and whose cost is below the average or near the average balance the cost and rigidity. It can be said.

Figures 7 (a) to 7 (d) show the thickness of the pipes currently used, according to the diameter (φ 38.1 讓, φ 42.7 φ, φ 50.8 reference, φ 54 drawing). (1.6 types, 2.0 words, 2.3 mm, and 3.2 types) are shown along the horizontal axis to show the second moment of area and cost. The data connected by a solid line is the second moment of area, and the broken line is a broken line. Connected data is cost. The average of the second moment of area and the average of the cost are shown by a thin solid line and a thin broken line.

Of these data, a pipe with a diameter of 54 mm and a plate thickness of 2.0 mm is the most preferable because the cost is close to the average but the moment of inertia is sufficiently high compared to the average. the Young's modulus becomes E = 2. 0 7 X 1 0 7 (N / cm 2) when to Ε · 1 = 2. 3 X 1 0 8 Ν. cm 2 approximately.

In the graph of Fig. 6, the area where the second moment of area is higher than the average and the cost is near the average is the range surrounded by the broken line, and the second moment of area in this range is the cross section. a ^{2 X 1 0 8 (N ·} cm 2) 3 X 1 0 8 (N · cm 2) from the degree range extent rigid.

Further, in the embodiment of the present invention, the side bracket is eliminated, and the squeezed molded portions 1a and 1b at both ends of the pipe constituting the member body 1 are joined to the front pillar, so that the steering support rigidity is reduced. Enhanced. Table 1 shows data indicating this point.

The data shown in Table 1 is based on the conventional example in which side brackets 110a and 110b are attached to both ends of the pipe that constitutes the member body, and the side bracket only on the driver's seat side end of the pipe. A comparative example in which a crushed portion is provided at the end of the passenger seat side at the time of attachment, For each of the three cases of the embodiment of the present invention having the crushed portions 1a and 1b provided at both ends of the pipe, a load of 10 Okgf is applied to the mounting position of the steering column and the pipe at the mounting position of the steering column. Is measured. The pipe has a diameter of 50.8 mm and a thickness of 1.6 mm, and the bracket is made of a steel plate with a thickness of 2.3 and is ported to the front pillar at two places of 112 mm pitch and crushed. The molded part was ported to the front villa at two locations of 52 mm pitch.

【table 1】

As is clear from this table, in the comparative example, the stress is concentrated on the bracket side, so that the steering support rigidity is rather reduced as compared with the conventional example. However, according to the embodiment of the present invention, the bracket is formed by crushing the both ends. By abolition, the stress was dispersed, and the steering support rigidity was increased compared to the conventional example and the comparative example.

Further, in the embodiment of the present invention, if the stay 5 is arranged in the inclined state as described above, it is advantageous for improving the steering support rigidity. Table 2 shows data indicating this point.

The data shown in Table 2 shows the case where the stay 5 is vertical (inclination 0 °), the case where the stay 5 is inclined so that the upper end is closer to the driver's seat side than the lower end, and the inclination angle is 6 °. Similarly, the steering support stiffness was compared with the case where the steering angle was set to 20 ° and the steering angle was set to 20 °. I have.

[Table 2]

Stiffness value (%)

Tilt 0 ° 0

Tilt 6 ° 7.22 UP

Tilt 20 ° 2 1.78 UP As is clear from this table, the steering support rigidity is increased by inclining the stay 5 so that the upper end is closer to the driver's seat side than the lower end, and the steering support rigidity increases as the inclination increases at least up to about 20 °. Enhanced. Therefore, it is preferable that the joining position of the upper end of the stay with respect to the member main body be closer to the driver's seat side by about 60 cm than the attaching position of the lower end of the stay with respect to the floor in consideration of the shape of the instrument panel.

Furthermore, if the reinforcing member 4 is provided for the stay 5 as in the embodiment, the stress is prevented from being concentrated on the joint between the upper end of the stay 5 and the member 1 body 1, that is, the reinforcing member 4 Since the stress is dispersed, the steering support rigidity is further enhanced.

In addition, FIG. 8 shows the displacement of the steering bracket at various positions by varying the load (input) applied to the steering bracket in order to compare the steering support stiffness with the embodiment of the present invention and the conventional example. It is a graph which shows data, and shows a present Example with a solid line and a conventional example with a broken line. As a conventional example, the diameter of the pipe constituting the member body 101 is 50.8 strokes, the thickness of the pipe is 2.3 strokes on the driver's seat side, and 1.6 pipes on the passenger seat side. The steering bracket 103 has a plate thickness of 3.2 thighs, and the bracket 102 has a plate thickness of 2.3 mm. In the embodiment of the present invention, the pipe constituting the member body 1 is used. The diameter of the valve was 54 mm, the wall thickness of the pipe was 1.6 mm, the thickness of the steering bracket 3 was 3.2 mm, and the thickness of the bracket 2 was 2.3.

As is clear from FIG. 8, the steering support rigidity is improved in the embodiment of the present invention as compared with the conventional example. This is due to the relationship between the resonance frequency and the support rigidity of the steering column, the vehicle body, the instrument Considering the high contribution of the instrument panel support member in the vibration transmission system of the instrument panel support member and the steering column, when the vehicle is idling or driving at high speed, the resonance point is lower than that of the conventional resonance point. Since the frequency can be shifted to a higher frequency and resonance with the vehicle vibration becomes difficult, it is possible to reduce the discomfort of the driver due to the resonance phenomenon of the steering column.

The present invention is not limited to this embodiment, and various modifications and changes can be made based on the technical scope of the present invention. That is, in the above embodiment, the reinforcing member was joined between the pipe and the stay. However, the reinforcing member was formed by integrally plastically processing the stay and the reinforcing member. Further, in the above embodiment, the squeeze molding is performed on both ends of the pipe O or the driver's seat side. However, a bracket may be attached to the crushed surface and joined to the front villa. In this case, the mounting pitch is not limited to 7 mm Γ dZ 2 or less. The main features of the structure of the instrument panel support member described above are summarized as follows.

The present invention is directed to a steering member, which is formed of a pipe and is laterally mounted on a vehicle and has both ends coupled to left and right front pillars, a steering bracket positioned on a driver's seat side to support a steering column, In a structure of an instrument panel supporting member in which a bracket connected to a panel and a stay located at a substantially central portion and joined to a floor portion are provided, both ends of a pipe constituting the member main body are provided. By crushing, the joint directly joined to the front pillar is integrally molded. This structure eliminates the need for side brackets that were conventionally joined to both ends of the member body, reduces the number of components, and ensures the rigidity of the joint. In the structure of the instrument panel indicating member of the present invention, the sectional rigidity of a pipe constituting the member main body is calculated by using a Young's modulus E and a second moment of area I, E · 1 = 2.0 to 3.0 X set in the range of ^{^{1 0 8 (N · cm 2}} ), fixed directly by Porto stopped or spot welded joints made of both terminals One of rude shaped portion of the pipe to the front Villa one, the mounting pitch However, when the diameter of the pipe is d, it is preferable that the diameter be dp · dZ 2 or less.

The reason why the sectional rigidity of the pipe constituting the member main body is set in the above range is to secure the steering support rigidity while avoiding an unnecessary increase in component mass and material cost. Then, the joint consisting of the crushed portions of both ends of the pipe is directly fixed to the front villa by bolting or spot welding, eliminating the need for side brackets and the rigidity of the joint at both ends of the pipe with respect to the front pillar. Can be increased. By setting the mounting pitch to be π · dZ2 or less, where d is the diameter of the pipe, fixation by bolting or spot welding is achieved in the plane where the pipe is crushed and formed. In the structure of the instrument panel indicating member of the present invention, the stay is formed in a U-shaped cross section, and the upper end of the stay joined to the member body is closer to the driver's seat than the lower end of the stay joined to the floor. If the stay is arranged at an angle to the vertical direction so that it is located at the right position, the steering support rigidity can be further increased.

Furthermore, if a reinforcing member is connected between the vicinity of the upper end of the stay and the vicinity of the steering bracket of the member body, stress concentration at the joint between the stay and the member is avoided, and the steering support rigidity is improved. It becomes more advantageous by the improvement of. Industrial applicability

When joining both ends of the instrument panel support member to the front villa, it is possible to omit side plackets, thereby reducing costs by reducing the number of parts and increasing steering support rigidity. Can be

Claims

The scope of the claims

1. A pipe consisting of a member, which is installed horizontally on the vehicle and whose both ends are connected to the left and right front pillars. It is connected to a steering bracket, which is located on the driver's side and supports the steering column, and a dash panel. In the structure of the instrument panel support member 1 in which a bracket which is disposed at a substantially central portion and a stay which is joined to the floor portion is provided, crushing is performed on both ends of a pipe constituting the main body of the member. The structure of the instrument panel support member, characterized in that the joint to be joined to the front pillar is integrally formed.

2. The cross-sectional rigidity of the pipe constituting the member body, E · I = 2 with a Young's modulus E and the second moment I. 0 to 3. In the range of ^{0 X 1 0 8 (N ·} cm 2) The joint consisting of the crushed parts at both ends of the pipe is fixed directly to the front pillar by bolting or welding, and the mounting pitch is πdZ2 or less, where d is the diameter of the pipe. 2. The structure of the instrument panel supporting member according to claim 1, wherein:

3. The stay is formed to have a U-shaped cross section, and the stay is perpendicular to the driver's seat such that the upper end of the stay joined to the member body is located closer to the driver's seat than the lower end of the stay joined to the floor. 3. The structure of the instrument panel support member according to claim 1, wherein the instrument panel support member is inclined.

4. The structure of the instrument panel support member according to claim 3, wherein a reinforcing member is connected between a portion near the upper end of the stay and a portion near the steering bracket of the member main body.